Automatic speed-control valve for trains



Nov. W, T1924. 1,5%.825'

. l. D.J. EISSELL, JR

AUTOMATIC'SPE'ED CONTROL VALVE FR TRAIN 'Find may 1L` 1925 L. We.:

Patented Nov. 1S, 1921i,

Devin a. laissera, aia, or ereignete, WASHINGTON, assiettes 'ro orisAu'rolvrnrrc TRAIN CONTROL INCORPORATED, SPOKANE, WASHING-TON, ACOREORATION OIFV WASHINGTON.

AUTOMA'IC SPEEIWCONTROL VALVE FOR. TRAINS.

Application filed May 1, 1923. Serial No. 635,898.

To all 'whom t may concern.'

Be it kno-wn that I, Davie d. BissnLL, Jr.,

a citizen ot the United States, and resident of Spokane, in the countyoit Spokane and 5 State ot ldashington, have invented certain `new andVuseful lmprovements -in Automatic Speed-,Control Valves tor Trains, ofwhich the following is a specification.

My invention relates to automatic train lo control apparatus of the typeincluding a ram-pvalve or valves adapted to be actuated by suitabletrack Amechanism to, at predetermined times, operate to eitectareduction in train line pressure, and as a consequence, set the brakesand bring the train to an automatic stop, such apparatus being disclosedin my copending application Serial Number 635,895.

More particularly my invention relates 20 to an automatic speed controlvalve adapted to be connected with a ramp valve of the charactermentioned and with. a manually operable valve and adapted to operate insuch manner, upon manipulation ot the 25 manually operable valve,following actuation of the ramp valve, als to eect a reduction in trainline pressure with consequent setting ot the brakes only in the eventthe train is exceeding' a predetermined low rate of speed, whereby, ifdesired, the `tram may 'proceed cautiously into Ia zone or block oftrackage that is guarded vby track mechanism set in position to actuatethe ramp valve.

My improved automatic speed control valve further embodies mechanismautomatically operable independently of any other part of the apparatusto effect a reduction in train line pressure with consequent lsetting`of the brakes and stoppage et the train in the eventthe latter exceeds apredeter- -mined high rate of speed. 1 ylli/ly inventive idea wherebythe `:foregoing results 4may be accomplished,.is capable of embodimentin different mechanical structures, one ot vwhich is illustrated in theaccompanying drawings, but it is to be understood that the structureshown is merely intended as a disclosure ot my invention in a preferredform and that various changes and desirable additions may bemadein andto the same within the spirit and scope of my invention as deined in theappended claims.

downward.

In the accompanying drawings, the ligure is a vertical section of myimproved speed control valve showing diagrammatically, its associationwith a ramp valve and a manually operable valve.

Referring to the drawings in detail, it will be observed that myimproved speed control valve consists of a rvertically arranged,elongated casing within the upper end ci which is slidably iitted apiston 11, which piston has a rod 12 secured thereto that extends abovethe casing where it is connected with governor mechanism 13 oit any wellknown or preferred type, said governor mechanism being operated by abelt or gearing, or in any other suitable manner, as, for instance, fromone ot the axles of the locomotive upon which the valve is mounted.Normally, that is, when the locomotive is at rest and the governor`mechanism is idle, the piston 11 is disposed at its uppermost limit ofmovement within the casing 10, but is moved downward by the governormechanism a greater or less distance yaccording to the speed of thetrain, as is manifest.

Provided in casing 10 is an atmospherically opening port '14 that isblanked by the lower end of the piston 11 when the latter is in itsnormal or uppermost position, but that is unblanked by yan annular,elongated channel 15 in said piston when the latter is lmoved apredetermined distance The channel 15 is of such length as 'to at alltimes maintain communication with a. port 16 in the casing directlyrespectively, with seats 22, 23 formed within i .1

the casing, so that when said piston is moved downward and said valvesbecome seated, communication is cut ofi' between a pair of ports 24, 25located in opposite sides ot Athe casing.

Extending downward from the reduced portion 18 of piston 17 is a rod :26that carries a valve 27 .normally held closed against a seat surroundingan opening 28 in the lower end of the casing by a coil spring 29, whichcoil spring reacts against said valve from a cap 30 threaded on thelower end of the casing in enclosing relation to said valve. Rod 26 isof such length that when valve 27 is closed, the valves 20, 21 areunseated and communication normally is established between ports 24, 25.When the piston 17 is moved downward, however, and the valves 20, 21become seated and thereby cut 0E communication between ports 24, 25,valve 27 simultaneously is unseated and port 24 is placed incommunication with the atmosphere through opening 28 in the lower end ofthe casing and openings 31 in cap 30.

Normally the pistons 11, 17 are relatively spaced and the latter isadapted to be moved downward by the former after the former has beenmoved downward a predetermined distance by the governormechanism 13, thelower end of piston 11 being provided with a stud 32 that is adapted tocontact with the upper end of piston 17 lto accomplish this purpose.Stud 32 preferably is threaded in the piston 11, so that it may beadjusted whereby a greater or lesser amount of downward movement or'said piston is necessary to eil'ect downward movement of piston 17 as isapparent, this for a purpose that will presently appear.

The ramp operable valve that is associated with my improved speedcontrol valve may be'of anyy preferred construction, the only essentialsbeing that in the rst instance it establishes communication normallybetween the usual supply pipe and the train line pipe and cuts offcommunication of the supply and train line pipes with my improved speedcontrol valve, and in the second instance, when it is actua-ted by aramp device, that it places the train line in communication with myimproved speed control valve. To this end said ramp valve is shown asincluding a casing 33 within which is rotatably mounted a plug 34 whichplug is provided with a pair ol? relatively communicating ports 35, 36adapted in a normal position of the plug to aline respectively, with apair of ports 37, 38 in the casing 33, and in a ramp actuated positionof the plug to aline respectively with a port 39 and aforesaid port 37.Depending from plug 34 is a shoe 40 that is adapted for contact with aramp device thereby to actuate the plug from its normal position toaline ports 35, 36 .with ports 39, 37.

Connecting` port 39 of the ramp valve with port 16 of my speed controlvalve is a pipe 41 and in this pipe is arranged a suitv able manuallyoperable valve 42 that normally is open, placing pipe 41 incommunication with the atmosphere, but which may be closed to direct allair entering` said pipe '41 to port 16 of the vspeed control valve.

Port 38 of the ramp valve is connected by a pipe 43 with the usualsource of air supply, while port 37 of said ramp valve is connected by apipe 44 with the train line pipe 45. In addition, said train line pipeis connected by pipes 46, 47, respectively, with ports 24, 25 of thespeed control valve, and in the train line pipe, between pipes 46, 47,is arranged a normally closed cut olI cock 43.

In view of fthe foregoing, the operation ot my improved speed controlvalve is apparent and as follows z-Upon actuation of the shoe 40 of theramp valve to aline ports 35, 36 in the plug 34 wit-h ports 39, 37 inthe casing, pipe 44 is placed in communication through said ports withpipe 41, and as a consequence, the air pressure in train line pipe 45 isexhausted through pipes 44, 41 to the atmosphere through the normallyopen valve 42. and the train brought I.to a stop, unless the engineer isalert and manually closes valve 42, in which event the only escape 'fortrain line pressure is through ports 16, 14 oit the speed control valve.li the train is moving above a predetermined low or cautions rate ol2speed when the ramp valve is actuated, piston 11 will be in uncoveringrelation to port 14 due to operation or the governor mechanism 13, andconsequently, an exhaust il of air from pipe 41 and the train line pipewill occur through port 16 annular channel 15 in the piston 11 and port14. This will result in an application of the brakes and a. reduction inthe speed or' the train until governor mechanism 13 raises piston 11suiiciently to blank port 14, whereupon the exhaust of train linepressure will cease and the train accordingly be allowed to proceed at areduced rate of speed.

If at any time the train attempts to exceed a predetermined high rafteof speed, downward movement of piston 11, duc to opration or' thegovernor mechanism 13, will cause stud 32 to contact with and movepiston 17 downward, which downward movement of piston 17 manifestly willresult in cutting oli' the supply to the train line through pipe, 47 andin the. simlultaneous exhaust ot train line pressure through pipe i` 46and the lower end of casing 10 which is opened due to unseating of valve27 simultaneously with closing oi valves 20, 21. Thus the brakes will beapplied and the speed of the train reduced until governor mechanism 13lifts piston 11 and permits vspring 29 to close valve 27 and open valves20, 21, whereupon pressure will again be admitted to the train line torelease the brakes and allow the train to proceed at its reduced rate ofspeed. This operation manifestly will take place regardless of actuationoil any other part of the mechanism.

I claim 1. In automatic train control apparatus,

Thus the brakes will be applied lll) lllil 1,515,ea5 w the combinationwith the train pipe ot an ordinary air brake system, of a valveconnected with and at all times etective to vent the train pipe to causean auto-matic application ot' the brakes in the event the train exceedsa predetermined high rate of speed, and also effective at predeterminedtimes irrespective ot the amount ot pressure in said train pipe to ventthe latter and cause an automatic application ot the brakes in the eventthe train exceeds a predetermined low rate of speed.

2. In automatic train control apparatus,

the combination with the train pipe and the fluid pressure supply pipeof an ordinary air brake system, of a ramp operable valve normallyestablishing communication between the supply pipe and the train pipeand operable at predetermined times to deny such communication, and aspeed control valve connectible with the train pipe through said rampvalve when the latter is operated to deny communication between` thesupply pipe and the train pipe, whereby the train pipe is vented in theevent the train at predetermined times exceeds a predetermined low rateot' speed.

3. In automatic train control apparatus, the combination with the trainpipe and the tluid pressure supply pipe ot an ordinary air brake system,ot a ramp operable valve normally establishing communication between thesupply pipe and the train pipe and operable atpredetermined times todeny such communication, and a speed control valve connectible with thetrain pipe through said ramp valve when the latter is operated to denycommunication between the supply pipe and the train pipe, whereby thetrain pipe is vented in the event the train at predetermined timesexceeds a predetermined low rate of speed, said speed control valvehaving a direct connection with the train pipe whereby the latter isvented in the event the train exceeds a predetermined high rate ofspeed, regardless of operation of said ramp ope able valve.

4t. In. automatic train control apparatus, the combination with thetrain, pipe ot an ordinary air brake system, ot' a speed control valvehaving direct and indirect independent connections with the train pipewhereby the latter is vented whenever the train exceeds a predeterminedhigh rate ot speed and whereby the train pipe is ventedV atpredetermined times when the train exceeds a predetermined low rate ofspeed.

5. In automatic train control apparatus, the combination with the trainpipe ot an ordinary air brake system, of a speed control valve connectedwith the train pipe and including independently movable elements one ofwhich is effective at predetermined times to cause venting of the trainpipe when the train exceeds a predetermined low rate of speed and theother ot which is movable by the former to cause venting ot the trainpipe when the train exceeds a predetermined high rate of speed.

6. In automatic train control apparatus, the combination with the trainpipe ot' an ordinary air brake system, ot a speed control valveconnected with the train pipe and including an atmospherically openingport, and speed controlled mechanism maintaining said port normallyclosed and operable when the train exceeds a predetermined rate ot speedto open said port and place the same in communication with the tra-inpipe, thereby to vent the latter.

7. In automatic train control apparatus, the combination with the trainpipe ot an ordinary air brake system, of a speed conn trol valveconnected with the train pipe and including independently movableelements one of which is eective at predetermined times to cause ventingof the train pipe when the train exceeds a predetermined low rate ofspeed and the other of which is movable by the former to cause ventingof the train pipe when the train exceeds a predetermined high rate otspeed, and an adjustable contact device carried by one of said elementsfor engagement with the other whereby venting ot the train pipe may beetlected through said speed control valve at different rates of speed otthe train.

8. In automatic train control apparatus, a train pipe, andauton'iatically operable means always effective when the speed of thetrain exceeds a predetermined high rate to vent said train pipe, andeii'ective at predetermined times independent o't the amount of pressurein said train pipe to vent the latter when the speed ot the trainexceeds a predetermined low rate.

In testimony whereof I hereunto atiix my signature.

DAVID J. BISSELL, JR.

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